Governor



March '13, 1928.

J. w. ANDERSON GOVERNOR Filed March 26, 1921 James WT/f/IGZZXQOZ v z I s Patented Mar. 13, 1928.

UNITED STATES 1,662,098 PATITENT OFFICE.

JAMES W. ANDERSON, OF DETROIT, MICHIGAN, ASSIGNOR TO MONARCH GOVERNOR COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OFMICHIGAN.

GOVERNOR.

Application filed March 26, 1921. Serial No. 455,765. R

The invention relates to governors designed for use in connection with fluid-operated motors to limit the maximum speed under varying condition of load and power output,

and more particularly of that type in which the throttle is automatically adjusted by the actuation of a member located in the engine intake. Usually the member for thus actu ating the throttle is inthe form of adisk connected to the throttle by a suitable linkage and operating in a tapering portion of the intake passage. This disk forms an obstruction to the free flow of the intake gases, and therefore the inevitable result is the cutting down of the ower of the engine.

- It is the object of t e present invention to obtain a construction which will govern without material reduction in the maximum power of the engine, andfurther, to obtain therefore consists in various features as hereinafter set forth.

In the drawings:

Figure 1 is a longitudinal section through the governor;

Figure 2 is a plan view thereof;

Figure 3 is a section on line 33.of Figure 2; I

Figure 4 is a View similar to Figure 1 showing a different position of adjustment.

Figure 5 is a plan view of the throttle.

A is a casing forming a part of the engine intake and having arranged therein the throttle valve B mounted upon the shaft C. Usually the throttle is of a balanced butter fly type, but it is one of the features of my improvement to employ an unbalanced construction with a tendency to be closed by the flow of the gases. Thus variations in the s eed of the engine will vary the differential orce directly acting upon thethrottle to close the same, but it is desirable to'supplement this force particularly where the throttle is near its wide open position. I 5 have therefore provided an auxiliary actuating member C' having a link D pivotally attached atE to the throttle. The member C is of a spheroidal or substantially streamlined form so as to offer less resistance to" the passage of the gases than a flat disk, and the casing A is so fashioned as to form about the member O in the open position of the throttle an annular passage of substantially constant cross-sectional area, while beasimplified construction. The invention;

tween said member and the throttle the passage has a constricted throat A 'of substantially Venturi form. Thus when the throttle valve is in wide open position, there is very little resistance to the passage of the gases through the casing and about the memher C, but nevertheless the convergence of the gases produced by the constricted throat A will cause them to impinge against the spheroidal member 0 and increase the pressure tending to close the valve. To still further assist in the movement of the throttle, an inclined vane F is placed thereon and is so arranged as to augment the unbalanced pressure operating. on the valve when in open position. The combined effect of the eccentric axis of the throttle, the member 0 and the vane F is to furnish the necessary actuating force for changing the position of the throttle under varying conditions'of load upon the engine. The throttle is opened by a counteracting force, which is of such a character as to counterbalance the combined forces tending to close the throttle in each. position of adjustment thereof for varying power output. I The characteristic of the necessary counter 1 acting force is not that of a simple spring,. but can be produced by a compound spring in the manner set forth in the patent to Pierce 1,461,933, issued July 17, 1923. I therefore make use of such a compound spring, which is preferably located within a closed chamber G integrally formed with the casing A. As shown, H are rock arms mounted on the shaft C ofthe throttle valve, I

and I are links pivotally attached to said arms and embracing a series of concentric springs J, J and J All'of these springs are adapted to bear atone end against a collar K pivotally attachedto the outer ends of the links I, while the opposite ends of the springs bear against an abutment L. The springs are, however, of different lengths and the "abutment L is stepped; as indicated at Land L so as to furnish a predeter- 1 mined clearance between the free lengths of the springs and the collar K. Thus when the compound spring is compressed, the outer spring J 2 alone is first in action, while the other springs are successively thrown into action until all are simultaneously. operated.

To facilitate the original setting of the governor, the abutment L is adjustable and as shown it is slidably mounted on akwall M of the casing with at lug N projecting through a slot 0 in said wall. A screw P has a threaded engagement with the-lug N and is used for adjustlng the same to vary .the position of the abutment. The spring is preferably enclosed in a housing upon the casing A, which is closed by a cover plate Q, and theadjusting screw-P is also preferably enclosed in a detachable housing R, which is normally locked from detachment by suit able means such as the padlock R.

\Vith thev construction as thus far described, When thegovernor is properly adjusted, it will automatically assume positions for maintaining substantially constant speed under varying conditions of load. Thusif the engine is idling or without load, the tendency to race is checked by'the closing of the throttle under the actuation of the gaseous current against the unbalanced areas and also upon the spheroidal member C, which latter assumes a position where' it constricts the area of the sur ounding gas passage, as indicated in Figur 4. If a load is thrown upon the engine, the first effect is to check the speed? and the velocity of gases through the intake, which will open the throttle. The throttle will not, however, be opened wide, .but only to a position where the forces due to the velocit of the gaseous current counterbalance the. orce of the spring and the characteristic of the s ring is such that in each position of the t rottle, corresponding to a predetermined load on-t-he engine, the spring in such position will counterbalance Lthe gaseous forces operating upon the throttle when the engine 1s running at substantially predetermined speed.

The spheroidal member C w ill automatically assume the center of the gaseous current assing through. the intake and will hold th s position without other guiding means, so that there is no friction element to retard. free'movement. When, however, the engine is at rest, the'member Cwould fall against the side of the casing-mud t avoid such a defect, I have provided a central guide S attached to an arm S project; ing inward from the casingand engaging a central bore T in the spheroidal member C. TlllS guide S will thus hold the member C at all times substantially centrally, but whenever the governor is operating, it will be held free from engagement with this guide by the centering actioniof the gaseous curren 1 To reduce the resistance of the passage of the ases,to the minimum, the inner contour of., t e casing A is accurately fashioned. Thisas facilitated by the use of one or more bushings U, which are externally of cylindrical shape fitting a cylindrical bore in the j permit the spring to.

casing A and are internally fashioned to the desired contour.

As shown in Figure 1, when the throttle is in open position, the spheroidal member C will be at .the' center of the surrounding spheroidal casing and will produce in effect .a Venturi passage offering very little resistance to the flow of gases. On the other hand, when the throttle is nearly closed, as shown in Figure 4, the spheroidal member moves u ward into closer proximity to the surroun ing wall, so as to restrict the passage. The efiect is to increase the rapidity of the throttle adjustment when the load on the engine is varied, both when moving to- ;lvards closed position and towards open posi- The vane F only comes into action. when the throttle is near its wide open position, in which position the angle of the vane is such as to increase the force tending to close the throttle. As soon as the throttle is partly closed, the vane is covered by the area of the throttle itself, and consequently, does not materially alter the forces which would act upon the throttle itself.

In constructing the compound ring, it is necessary to first obtain accurate ata to determine he characteristic desired and then to, construct the spring so as to give such a characteristic. The method by which this result is obtained is not, however, a part of the present invention and therefore will not be described.

What .I claim as my invention is:

1. In a governor for internal combustion engines, the combination witha casing forming a portion of the engine intake, of a 2. In a governor for internalcombustion throttle valve in said casing having an eccenengines, the combination with a casing forming a portionfof the n 'ne intake, of a butterfly throttle valve t erein having an eccentric axis to roduce an unbalanced condition whereby t e passage of the fluid cui rent' tends to close said valve, a vane pro"- jecting from said throttle at an angle thereto for augmenting the force tending to close said valve when in itsfull open position, and means for applying a counteracting force for opening said valve.

In testimony whereof I aflix my signature.

JAIWES W. ANDERSON. 

